Investigation of Fuel Nozzle Performance on Direct Injection Diesel Engines Using Computational Simulation

Rosli Abu Bakar, Semin

Faculty of Mechanical Engineering, University Malaysia Pahang Abstract Single-cylinder model simulation designed for four-stroke direct-injection diesel engine requires the use of advanced analysis to carry out of the direct-injection diesel engine model performance effect focuses on fuel nozzle multi holes geometries. The computational model simulation development was use the commercial computational fluid dynamics of GT-POWER 6.2 software were specially development for internal combustion engines performance simulation. The research concentrated on the one dimensional model and focuses on fuel nozzle multi holes geometries variation developed from all of the engine components size measurement of the original selected diesel engine. All of the measurements data input to the window engines component menu for running input data in the model. Results of the diesel engine fuel nozzle multi holes geometries model simulation running is in GT-POST. The model performance shows in engine cylinder and engine crank-train on software window output. The performance analysis effect of the model investigated of fuel in-cylinder engine, indicated specific fuel consumption, indicated torque and indicated power of engine modeled. The simulation result was shown that the seven holes nozzle provided the best burning for fuel in-cylinder burned and the five holes nozzle provided the best for indicted power, indicated torque and indicated specific fuel consumption in any different engine speed in simulation. Keywords: Diesel engine performance, fuel nozzle holes, computational simulation.

1. INTRODUCTION The four-stroke direct-injection diesel engine typical was measured and modeling by Bakar [12] using GT-POWER computational model and explored of single-cylinder diesel engine performance effect based on engine rpm. GT-POWER is the leading engine simulation tool used by engine and vehicle makers and suppliers and is suitable for analysis of a wide range of engine issues [2]. The details of the diesel engine design vary significantly over the engine performance and size range. In particular, different combustion chamber geometries and fuel injection characteristics are required to deal effectively with major diesel engine design problem achieving sufficiently rapid fuel-air mixing rates to complete the fuel-burning process in the time available. According to Heywood [1] and Ganesan [10] a wide variety of inlet port geometries, cylinder head and piston shapes, and fuel-injection patterns are used to accomplish this over the diesel size range. The engine ratings usually indicate the highest power at which manufacturer expect their products to give satisfactory of power, economy, reliability and durability under service conditions. Maximum torque and the speed at which it is achieved, is usually given also by Heywood. The importance of the diesel engine performance parameters are geometrical properties, the term of efficiency and other related engine performance parameters. The engine efficiencies are indicated thermal efficiency, brake thermal efficiency,

mechanical efficiency, volumetric efficiency and relative efficiency [10]. The other related engine performance parameters are mean effective pressure, mean piston speed, specific power output, specific fuel consumption, intake valve mach index, fuel-air or air-fuel ratio and calorific value of the fuel [1,10,12]. According to Heywood [1] in the diesel engine geometries design written that diesel engine compression ratio is maximum cylinder volume or the displaced volume or swept and clearance volume divided by minimum cylinder volume. And the power delivered by the diesel engine and absorbed by the dynamometer is the product of torque and angular speed. The engine efficiencies, every its efficiencies defined by Ganesan [10]. In this research is want to investigated the performance effect of fuel nozzle holes material geometries on the engine indicated power, indicated torque, fuel consumption and fuel in-engine cylinder. In the diesel engine geometries design of Heywood [1], diesel engine compression ratio is maximum cylinder volume or the displaced volume or swept (Vd ) and clearance volume (Vc) divided by minimum cylinder volume (Vc). The diesel engine compression ratio:

rc =

V d + Vc Vc

(1)

And the power delivered by the diesel engine and absorbed by the dynamometer is the product of

torque and angular speed. Diesel engine power definition as : P = 2NT (2)

The measure of an engines efficiency which will be called the fuel conversion efficiency is given by [1] :

In the engine efficiencies, every its efficiencies defined by Ganesan [10] below. Indicated thermal efficiency (ith) is the ratio of energy (E) in the indicated power (ip) to the input fuel energy. Brake thermal efficiency (bth) is the ratio of energy in the brake power (bp), Mechanical efficiency (m) is defined as the ratio of brake power (bp) or delivered power to the indicated power (ip) or power provided to the piston and it can also be defined as the ratio of the brake thermal efficiency to the indicated thermal efficiency. Relative efficiency or efficiency ratio (rel) is the ratio of thermal efficiency of an actual cycle to that of the ideal cycle, the efficiency ratio is a very useful criteria which indicates the degree of development of the engine. Ganesan [10] written that the one of the very important parameters which decides the performance of four-stroke engines is volumetric efficiency (v), where four-stroke engines have distinct suction stroke and therefore the volumetric efficiency indicates the breathing ability of the engine. The volumetric efficiency is defined as the volume flow rate of air into the intake system divided by the rate at which the volume is displaced by the system. The normal range of volumetric efficiency at full throttle for SI engines is 80% to 85% and for CI engines is 85% to 90%.

nf =

Wc ( PnR / N ) P = = m f QHV ( m f n R / N )QHV m f QHV

(9)

Specific fuel consumption as :

sfc =

mf P

(10)

In engine testing, both the air mass flow rate ma and the fuel mass flow rate mf are normally measured. The ratio of these flow rates is useful in defining engine operating conditions are air/fuel ratio (A/F) and fuel/air ratio (F/A). The following relationships between diesel engine performance parameters can be developed. For power P :

P=

f ma NQ HV ( F / A)
nR

(11)

P=

f v NV d QHV a ,i ( F / A)
2

(12)

ith =

ip E bp E

(3) For torque T : (4)

bth =

T =
(5)
.

f vVd Q HV a ,i ( F / A) 4

(13)

m =

bp ip

For mean effective pressure : (6) mep = f v Q HV a ,i ( F / A) (14)

v =
rel

ma aVdisp N / 2

Actual thermal efficiency = Air - standard efficiency

(7)

The specific power or the power per unit piston area is a measure of the engine designers success in using the available piston area regardless of cylinder size. The specific power is :

The other related engine performance was defined [1],[8],[9],[10]. Mean effective pressure (mep) where nR is the number of crank revolutions for each power stroke per cylinder (two for four-stroke, one for twostroke cycles) as :

f v NLQ HV a ,i ( F / A) P = Ap 2
Mean piston speed :

(15)

Pn R mep = Vd N

(8)

 f v N S p Q HV a ,i ( F / A) P = Ap 4
(16) Heywood [1] written that specific power is thus proportional to the product of mean effective pressure and mean piston speed. These relationship illustrate the direct importance to engine performance of high fuel conversion efficiency, high volumetric efficiency, increasing the output of a given displacement engine by increasing the inlet air density, maximum fuel/air ratio that can be useful burned in the engine and high mean piston speed. 2. RESEARCH METHODOLOGY The development of the single cylinder modeling and simulation for four-stroke direct-injection (DI) diesel engine was presented in this paper. The specification of the selected diesel engine model was presented in Table 1. To develop the GT-POWER of single-cylinder four-stroke direct-injection diesel engine modeling is step by step, the first step is open all of the selected diesel engine components to measure the engine components part size. Then, the engine components

size data will be input to the GT-POWER library of the all engine components data. To create the GT-POWER model, select window and then Tile with Template Library from the menu. This will place the GT-POWER template library on the left hand side of the screen. The template library contains all of the available templates that can be used in GT-POWER. Some of these templates those that will be needed in the project need to be copied into the project before they can be used to create objects and parts. For the purpose of this model, click on the icons listed and drag them from the template library into the project library. Some of these are templates and some are objects that have already been defined and included in the GT-POWER template library [2]. This research focuses on fuel nozzle hole of fuel injector and the engine modeling is according to Bakar [12] shown in Figure 1. All of the parameters in the model will be listed automatically in the case setup and each one must be defined for first case of the simulation. The physically of the fuel nozzle hole material detailed were did in the research is shown in Figure 2. In this figure was shown the detail of injection hole or fuel nozzle hole. The fuel nozzle holes would be changed in wide of diameter hole and in different number.

Table 1: Specification of the selected diesel engine Engine Parameters Model Bore (mm) Stroke (mm) Displacement (cc) Number of cylinder Connecting rod length (mm) Piston pin offset (mm) Intake valve open (0CA) Value CF186F 86.0 70.0 407.0 1 118.1 1.00 395 Engine Parameters Intake valve close (0CA) Exhaust valve open (0CA) Exhaust valve close (0CA) Maximum intake valve open (mm) Maximum exhaust valve open (mm) Valve lift periodicity (deg) Fuel nozzle diameter (mm) Fuel nozzle hole number (pc) Value 530 147 282 7.095 7.095 360 0.1 4

Figure 1: Direct-injection single-cylinder diesel engine modeling using GT-Power 3.1. Nozzle Holes Effect in Engine Cylinder Fuel The simulation result every case, case 1 is on 500 rpm until case 8 on 4000 rpm. Numerous studies have suggested that decreasing the injector nozzle orifice diameter is an effective method of increasing fuel air mixing during injection [14]. Smaller nozzle holes were found to be the most efficient at fuel/air mixing primarily because the fuel rich core of the jet Figure 2: Fuel nozzle holes detail is smaller. In addition, decreasing the nozzle hole orifice diameter, would reduce the length of the potential core region. Unfortunately, decreasing 3. RESULT AND DISCUSSION nozzle holes size causes a reduction in the turbulent energy generated by the jet. Since fuel air mixing is Whenever a simulation is run, GT-SUITE controlled by turbulence generated at the jet produces several output files that contain simulation boundary layer, this will offset the benefits of the results in various formats. Most of the output is reduced jet core size. Furthermore, jets emerging available in the post-processing application GT-POST. from smaller nozzle orifices were shown not to GT-POST is powerful tool that can be used to view penetrate as far as those emerging from larger animation and order analysis output [2]. After the orifices. This decrease in penetration means that the simulation was finished, report tables that summarize fuel will not be exposed to all of the available air in the simulations can be produced. These reports contain the chamber. For excessively small nozzle size, the important information about the simulation and improvements in mixing related to decreased plume simulation result in a tabular form. The computational size may be negated by a reduction in radial simulation of the engine model result is informed the penetration [13]. This behavior is undesirable engine performance. The running simulation result in because it restricts penetration to the chamber this research is focuses on the engine performance data extremities where a large portion of the air mass based on variation of fuel nozzle material hole resides. Furthermore, it hampers air entrainment from diameter size, diameter number and the different the head side of the plume because the exposed engine speed (rpm). The diesel engine model was surface area of the plume is reduced. It has been running on any different engine speed in rpm, there are suggested that a nozzle containing many small holes 500, 1000, 1500, 2000, 2500, 3000 and 3500. The would provide better mixing than a nozzle consisting variations of fuel nozzle material holes number are of a single large hole. The performance effect of fuel multi holes and several number holes, the simulation nozzle holes number and geometries of in-cylinder model there are start from the fuel nozzle 1 10 holes, engine liquid fuel shown in Figure 3 - 12. where the fuel nozzle 4 holes. The optimal nozzle design would be one that provided the maximum number of liquid fuel burn in

combustion process and minimum number of liquid fuel unburned. Theoretically, a 10 holes nozzle satisfies this requirement. Unfortunately, jets emerging from a 10 holes nozzle tended to be very susceptible. All of the nozzles examined and the result shown that the seven holes nozzle provided the best results for any different engine speed in simulation and the best performance shown on low speed engine.

Figure 5: In-cylinder liquid fuel of nozzle 3 holes

Figure 3: In-cylinder liquid fuel of nozzle 1 holes

Figure 6: In-cylinder liquid fuel of nozzle 4 holes

Figure 4: In-cylinder liquid fuel of nozzle 2 holes

Figure 8: In-cylinder liquid fuel of nozzle 6 holes

Figure 7: In-cylinder liquid fuel of nozzle 5 holes

Figure 11: In-cylinder liquid fuel of nozzle 9 holes

Figure 12: In-cylinder liquid fuel of nozzle 10 holes Figure 9: In-cylinder liquid fuel of nozzle 7 holes 3.2. Nozzle Holes Effect in Engine Performance The simulation result of engine performance effect of fuel nozzle holes number and geometries in indicated power, indicated torque and ISFC of engine shown in Figure 13 15. The fuel nozzle holes orifice diameter and nozzle holes numbers effect in indicated power, indicated torque and ISFC performance of direct-injection diesel engine was shown from the simulation model running output. An aerodynamic interaction and turbulence seem to have competing effects on spray breakup as the fuel nozzle holes orifice diameter decreases. The fuel drop size decreases if the fuel nozzle holes orifice diameter is decreases with a decreasing quantitative effect for a given set of jet conditions. Fuel-air mixing increases as the fuel nozzle holes orifice diameter fuel nozzle holes decreases. Also soot incandescence is observed to decrease as the amount of fuel-air premixing upstream of the lift-off length increases. This can be a significant advantage for small orifice nozzles hole. However, multiple holes orifices diameter required to meet the desired mass flow rate as orifice diameter decreases. In this case,

Figure10: In-cylinder liquid fuel of nozzle 8 holes

the orifices diameter need to placed with appropriate spacing and directions in order to avoid interference among adjacent sprays. The empirical correlations generally predict smaller drop size, slower penetrating speed and smaller spray cone angles as the orifice diameter decreases, however the predicted values were
Nozzle 1 hole Nozzle 6 holes Nozzle 2 holes Nozzle 7 holes

different for different relation. All of the nozzles examined and result shown that the five holes nozzle provided the best results for indicted power, indicated torque and indicated specific fuel consumption in any different engine speed in simulation.

Indicated Pow Effect of Fuel Nozzle H er oles Num ber

Nozzle 3 holes Nozzle 8 holes Nozzle 4 holes Nozzle 9 holes Nozzle 5 holes Nozzle 10holes

10 9 Indicated Power (kW) 8 7 6 5 4 3 2 1 0 0 500 1000 1500 2000 2500 3000 3500 4000 4500

Figure 13: Fuel nozzle

) holes Engine Speed (rpm effect on indicated

power of engine

Indicated Torque Effect of Fuel Nozzle Holes Num ber

Nozzle 1 hole Nozzle 6 holes Nozzle 2 holes Nozzle 7 holes Nozzle 3 holes Nozzle 8 holes Nozzle 4 holes Nozzle 9 holes Nozzle 5 holes Nozzle 10holes

45 40 Indicated Torque (N-m) 35 30 25 20 15 10 5 0 0 500 1000 1500

Figure 14: Fuel nozzle holes

2000 2500 Engineon indicated Speed (rpm ) effect

3000

3500

4000

4500

torque of engine

ISFC Effect of Fuel Nozzle Holes Number

Nozzle 1 hole Nozzle 6 holes Nozzle 2 holes Nozzle 7 holes Nozzle 3 holes Nozzle 8 holes Nozzle 4 holes Nozzle 9 holes Nozzle 5 holes Nozzle 10 holes

4600

4100 ISFC (g/kW-h)

3600

3100

2600

2100

1600

1100 0 500 1000 1500 2000 2500 3000 3500 4000 4500 Engine Speed (rpm) Figure 15: Fuel nozzle holes effect on indicated specific fuel consumption of engine Seminar IMarEST-ITS, Surabaya, Indonesia, 4. CONCLUSIONS November 3. 7. Bakar, Rosli.A., Semin., Ismail, Abdul.R., 2007. All of the nozzles were examined and the result The internal combustion engine diversification shown that the seven holes nozzle provided the best technology and fuel research for the future: A burning results for fuel in-cylinder burned in any Review, AEESEAP Regional Symposium on different engine speed in simulation and the best Engineering Education, Kuala Lumpur, burning is in low speed engine. In engine performance Malaysia, pp: 57-62. effect, all of the nozzles examined and the five holes 8. Kowalewicz, Andrzej., 1984. Combustion nozzle provided the best results for indicted power, System of High-Speed Piston I.C. Engines, indicated torque and indicated specific fuel Wydawnictwa Komunikacji i Lacznosci, consumption in any different engine speed in Warszawa. simulation. 9. Stone. Richard., 1997. Introduction to Internal Combustion Engines-2nd Edition, SAE Inc. REFERENCES 10. Ganesan, V., 1999. Internal Combustion Engines 2nd Edition, Tata McGraw-Hill, New Delhi. 1. Heywood, J.B., 1998. Internal Combustion Engine Fundamentals. McGraw-Hill, Singapore. 2. Gamma Technologies, 2004. GT-POWER Users Manual 6.1, Gamma Technologies Inc. 3. Ramadhas, A.S., Jayaraj, S., Muraleedharan, C., 2006. Theoretical modeling and experimental studies on biodiesel-fueled engine. Renewable Energy 31: 18131826. 4. Ghojel, Jamil., Honnery, Damon., Al-Khaleefi, Khaled., 2006. Performance, emissions and heat release characteristics of direct injection diesel engine operating on diesel oil emulsion, Applied Thermal Engineering 26: 21322141. 5. Lapuerta, Magn.,et.al., 2006. Effect of the gas state equation on the thermodynamic diagnostic of diesel combustion, Applied Thermal Engineering 26: 14921499. 6. Bakar, Rosli.A., Semin, 2006. The internal combustion engine diversification technology for the future: A Review, Proceeding International

11. Riegler, Udo. G., Bargende, Michael., 2002. Direct coupled 1D/3D-CFD-computation (GTPower/Star-CD) of the flow in the switch-over intake system of an 8- cylinder SI engine with external exhaust gas recirculation, SAE Technical Paper 2002-01-0901. 12. Bakar, Rosli.A., Semin., Ismail, Abdul.R., 2007. Effect Of Engine Performance For Four-Stroke Diesel Engine Using Simulation, Proceeding The 5th International Conference On Numerical Analysis in Engineering, Padang-West Sumatera, Indonesia. 13. Baumgarter, Carsten., 2006. Mixture Formation in Internal Combustion Engines, Spinger Berlin. 14. Baik, Seunghyun., 2001. Development of MicroDiesel Injector Nozzles Via MEMS Technology and Effects on Spray Characteristics, PhD Dissertation, University of Wisconsin-Madison, USA.